Street-car-door lock.



v E. LAWRENZ. STREET GAR DOOR LOCK. APPLICATION FILED MAR. 7, 191a.

Patented Apr. 7, 191 1 3 SHEETS-SHEET l.

COLUMBIA PLANOGIAPH CO" WASHINGTON, D. C-

E. LAWRENZ. STREET GAR DOOR LOCK. I APPLIGATION FILED MAR. 7, 1913. 1,092,493. Patented Apr. 7, 1914,

3 SHEETS-SHEET 2.

Fig.7

. COLUMBIA PLANDGRAPH (20., WASHINGTON, it c.

E. LAWRENZ. STREET GAR DOOR LOCK. APPLICATION FILED MAR. 7. 1913. 1,092,493. Patented Apr. 7, 1914 3 SHEETS-SHEET 3.

CQl-IJMBIA PLANOGRAPH 50-, WMIHINGTON, D. C.

STAES T @Itl.

ElVIIL LAWRENZ, OF DETROIT, MICHIGAN.

STREET-CARADOOR LOCK.

Specification of Letters latent.

Patented Apr. 7, 19ft.

To all whom it may concern:

Be it known that I, EMIL LAWRENZ, a citizen of the United States, and a resident of Detroit, in the county of Wayne and State of Wichi'gan, have invented a new and Improved Street-Car-Door Look, of which the following is a specification.

This invention relates to motonpropelled vehicles, and especially to the means for controlling the opening and closing of the entrance and exit doors thereof, and its object is to provide a mechanical device so constructed that the entrance and exit doors at one end of the vehicle cannot be opened while the motor-controller is in operative position, and also constructed so that the motor-controller cannot be moved to operative position While either of the said doors is open.

This invention consists in combination with a door opening device at one end of a motor-propelled vehicle and the motorcontroller at the other end, of a connector between said devices so constructed that the door opening device cannot be freely operated when the motor-controller is in operative position, and the motor-controller cannot be operated while the door opening de vice is in operative position.

It further consists in combination with such mechanism, of a safety device which will permit the length of the connector to be changed so that the doors may be opened in case of necessity.

In the accompanying drawings Figure 1 is a plan of a motor-controller with a portion of the top broken away to show the adjacent interlocking device. Fig. 2 is a section on the line 22 of Fig. 1. Figs. 3, 4E and 5 are details of this interlocking device. Fig. 6 is a plan of the door operating handles. Fig. 7 is a section on the line 77 of Fig. 6. Fig. 8 is'a longitudinal section of the connecting device between the motor-controller and the door operating mechanism. Fig. 9 is a plan of the yoke and one of the door-operating arms of this device. Fig. 10 is a bottom view of 'a portion of the interlock. Fig. 11 is a section of the same on the line 1l-11 of Fig. 10. Fig. 12 is a plan of a modified construction. Fig. 13 is a vertical, longitudinal section of a vehicle showing how the mechanism may be mounted underneath the frame of a street car. Fig. 14 is a horizontal section of a car with a portion of the floor broken away to show the connection between the controlling mechanisms.

Similar'reference characters refer to like parts throughout the several views.

Operators of street railways and underground and elevated railways have learned that to avoid accidents to passengers, the vehicles must not start until the entrance and exit doors are closed, and that such entrance and exit doors should not be opened until the'power has been cut off. Very few accidents occur because the doors are opened just before the cars have actually come to a dead standstill, but numberless accidents occur because the doors are left open after the car begins to move. In a late type of street cars which is constructed with entrance and exit doors at the rear end under control of the conductor, and known as payenter cars, accidents occur because the doors are closed just after the motorman starts the car, when portions of the clothing of intended passengers are caught between the doors and their jambs. This often results in the intended passengers being dragged along the ground by the car. Electrical devices have been suggested for interlocking the door operating devices and the motor-controllers, but these are usually ex pensive and are very liable to get out of order. In the accompanying drawings a simple and'eifective mechanical device is shown which positively prevents the current being turned onto the motor before the doors are closed, and also substantially prevents the doors being opened While the current is on, but permits extraordinary force to be effective to open the doors in case of absolute necessity.

This interlocking device may be connected to any desired mechanism at any point in the car, but it is desirable that it be connected to the shaft of the electric controller so as to prevent the motorman from turning this shaft until the doors are closed. In order to do this, I prefer to connect a disk 20 having a downwardly extending circular flange 21 to the shaft 22 of the controller 18, which shaft may be provided with any desired form of crank 24 and handle 23. This disk 20 may have a hub 25 ournaled in the bearing 19 on the plate 26, which plate is secured to the bottom of the floor 27 of the front end of the car. Secured to this plate 26 is a metal part 28 having a flange 29 and also having an extension 30 provided with a guide groove 31, as shown in Fig. 5, which groove is preferably T-shaped to receive the slidable shoe 33. This shoe has a lug 34 adapted to pass into the notch 35 in the flange 21 of the disk 20 on the lower end of the controller shaft. Normally this lug 34 will be within this circular flange 21 and permit the controller shaft to be turned at will, but in case the entrance or exit door at the other end of the car is opened, this shoe will be moved to the position shown in Fig. 1, when the lug 34 will be in this notch 35 and prevent the controller shaft from being turned. The shoe 33 may be provided with a pin 36 to which a connector 37 is attached.

At the rear end of the car the entrance doors 39 and exit doors 40 are shown, actuated by rods or links 42 and 43 respectively, which rods or links connect to the pins 44 and 45 on the cranks 46 and 47 respectively. The crank 46 is secured to the upright shaft 48 having an actuating handle 49 at its upper end, while the crank 47 is secured to a sleeve 50 having an actuating handle 52 at its upper end, by which handle the conductor is able to open and close the doors. The

- sleeve 50 is in turn journaled within the upright cylindrical casing 53 which may have a flange 54 at its lower end secured to the platform 55 at the rear end of the car. This construction just described is well known and forms no part of the present invention, and any other desired construction may be substituted therefor. The hubs of the cranks 46 and 47 may be formed with fiat sides 57, as shown in Figs. 8 and 9, and constitute cams or eccentrics, and around these hubs a yoke 58 will extend and connect to a rod 59, which is slidably supported in a bracket 60 extending down from the bottom of the car as shown in Fig. 13. The inner end of this rod 59 carries a pin 62 which connects it to the open end of a sleeve 63, whose inner end 64 is bored of such a size that it furnishes a guide for the connecting rod 37 A head 66 is formed on the rear end of this rod 37 and between it and the end 64 of the sleeve 63 is a spring 67 of such size and stiffness that it can be compressed with difliculty by the conductor by means of a handle 49 or 52. A lighter spring 68 normally holds the rod 59 and thereby the connecting rod 37 in the position shown in Fig. 8. By means of this sleeve 63, the-spring 67 and the head 66, the length of the connector may be varied for the purpose hereinafter explained.

Under normal conditions the cranks 46 and 47 will be in the position shown in Fig. 8 with the flat side 57 in engagement with the end bar 69 of the yoke 58. With the parts in this position, the motorman can turn the controller shaft 22 and therewith the disk 20 and its flange 21 as occasion may require, to turn the power onto or off the motors. When the current is turned off, the notch 35 in this annular flange 21 will be in line with the lug 34, and the cranks 46 and 47 can then be turned by means of the handles 49 and 52, to the position shown in Fig. 9, in which position the yoke 58 will be forced outward and the lug 34 be drawn outward into the notch 35 as shown in Fig. 2. This, of course, will be impossible unless the notch 35 is in line with the lug 34, which occurs only when the shaft 22 has been turned to open the circuits leading to the motor, that is, to cut off the current. When the parts are in the will be impossible to turn the shaft 22. Therefore, while the handles 49 and 52 and the cranks 46 and 47 are holding the doors of the car open, the motorman cannot turn the controller handle to throw on the current to start the car. On the other hand, so long as the controller shaft is turned, the lug 34 cannot be drawn rearwardly without an extraordinary exertion of power, and the handles 49 and 52 are substantially locked in position. It may happen that through accident the controller shaft 22 is turned through a small arc, sufficient to prevent the movement of the lug 34, and thereby prevent the movement of the head 66 on the end of the connecting rod, and it may then be absolutely necessary to open the doors at the rear end of the car. In such case the motorman will grasp one of the handles and exert all of his strength which will permit him to compress the spring 67 to vary the length of the connector and to swing a crank 46 or 47 so as to open one of the doors, after which it will not be difficult to open the other.

In Fig. 12 a modified construction is shown in which a thrust-rod 70 takes the place of the tension member 37. This thrust rod has a collar 71 and is slidable in a support 72, between which and the'collar 71 is a spring 73. The rod 70 connects to a pin 74 on the shoe 75, which shoe is adapted to enter the notch 76 in the disk 77 connected to the controller shaft 72. Theopposite end of the rod 70 has a head 78 adapted to press against the flat side 79 of a crank 80 on the shaft 48. \Vhen the street car conductor turns the shaft 48 to swing open a door, he will force the shoe? 5 against the disk 77. If the notch 76 is in line with this shoe, the shoe will enter the notch and the shaft 48 can be turned freely to open the door. If however, the shoe and notch 76 are not in line with each other, the shoe will strike against the disk 77 and its movement will be position shown in F igs. 2 and 9 with the lug 34 in the notch 35, it

stopped, thus preventin the conductor from opening the door of the car. Safety devices having functions similar to the sleeve 63, spring 67 and head 66 on the connector 37 may be employed in connection with the parts shown in Fig. 12 in order to admit of opening the doors when the disk 77 has been turned to carry the notch 76 out of line with the shoe 75.

The details of construction and proportions of the parts shown in the drawings may be modified by those experienced in the building of street cars and similar vehicles without departing from the spirit of my invention as set forth in the claims.

I claim.

1. In an interlocking 'device for motor vehicles, the combination of a power controller shaft at the front end of the vehicle, a notched disk at the lower end of said shaft, a shaft vertically mounted at the rear end of the vehicle, devices connected thereto for opening a door of the vehicle, a rod extending from said door operating shaft to the controller shaft and having a lug at its front end, and means connecting said rod and said door operating shaft whereby the rod will move the lug at its front end into the notch 011 the disk of the controller shaft whenever the door is opened.

2. In an interlocking device for vehicles, the combination of a shaft at one end of the vehicle, a notched disk on the same, a door opening device at the other end of the vehicle, a rod extending longitudinally of the vehicle, means at one end of the same engaging said notched disk, and means at the opposite end of said rod connecting to the door operating means whereby said rod will be moved longitudinally so that the notch in the disk will be so engaged that the shaft of the disk cannot be turned, said disk when turned preventing longitudinal movement of that end of the rod and thereby restraining the operation of the door operating device.

3. In an interlockin device for vehicles, the combination of a door operating device at one end of the vehicle, a power-controller shaft a distance therefrom, a connector extending longitudinally of the vehicle, means attached to one end of the connector where by the door operating mechanism may move said connector when the door is opened, and means at the other end of the connector for locking said power-controller in inoperative position while the door is open, and for engaging the power controller when in opera tive position to restrain the door opening mechanism when the controller shaft has been turned.

4. In an interlocking device for vehicles, the combination of a door-operating device mounted on the vehicle and a power-controller also mounted on the vehicle, and a connector between them whereby the door-operating device and the power-controller may each restrain the movement of the other.

5. In an interlocking device for vehicles, the combination of a door-operating device, a power-controller, a connector between them so constructed that its length may be varied under stress, and interlocking means at the ends of said connector whereby the door-operating device will prevent the power-controller from being operated and the power-controller will prevent the door from being opened until sufficient stress is applied to vary the length of said connector.

6. In an interlocking device for vehicles, the combination of a pair of doors, concentrically mounted devices for opening and closing said doors, a power-controller, a connector between the power-controller and the door-operating devices, yieldable means comprising a portion of said connector whereby its length may be varied under stress, and interlocking means at the ends of said connector whereby the opening of either door will prevent the power-controller from being operated and the power-controller will prevent both doors from being opened until sufficient stress is applied to vary the length of said connector.

7. In an interlocking device for vehicles, the combination of a door operating mechanism including a shaft, a power controller a distance therefrom, a rod extending longitudinally of the vehicle, means attached at one end of the shaft whereby the door operating mechanism may move the rod when the door i opened, and means at the other end of the rod for locking the power controller in inoperative position while the door is open, and for engaging the power controller when in operative position to restrain the door opening mechanism when the controller is moved to power-admitting position.

8. In an interlocking device for vehicles, the combination of a door operating mechanism at one end of the vehicle, a power controller at the other end of the vehicle, a rod movable longitudinally of the vehicle, means at one end of the rod whereby the door operating mechanism may move the rod when the door is opened, and means at the other end of the rod for locking the power controller in inoperative position while the door is open and for engaging the power controller when 1n operative posltlon to restrain the door opening mechanism when the controller 1s moved to power-admitting position.

9. In an interlocking device for vehicles, the combination of a door operating mechanism, a power controller a distance therefrom, a connector extending from the vicinity of the door operating mechanism to the vicinity of the power controller, means normally tending to force the connector in one direction, means on the door operating means for moving the connector in the opposite direction when the door is opened, and means on the controller for preventing the connector from being moved by the door operating means while the controller is in power-admitting position.

10. In an interlocking device for vehicles, the combination of a door operating mechanism, a power controller a distance therefrom, a connector extending from the vicin a power-admitting position and for preventing, the controller from being moved to power-admitting position while the door is open.

11. In an interlocking device for vehicles, the combination of a door operating mechanism, a power controller a distance therefrom, a connector extending from the vicinity of the door operating mechanism to the vicinity of the power controller, means normally tending to force the connector Q toward the controller, an irregularly-shaped hub on one member of the door operating mechanism, means on one end of the connector contacting with the hub whereby the connector is drawn toward the door operating means when the door is opened, and means on the controller for preventing the connector from being moved toward the door operating means while the controller is in power-admitting position.

12. In an interlocking device for vehicles, the combination of a door operating mechanism, a power controller a distance therefrom, a connector extending from the vicinity of the door operating mechanism to the vicinity of the power controller, means normally tending to force the connector toward the controller, an irregularly-shaped hub on one member of the door operating mechanism, means on one end of the connector contacting with the hub whereby the connector is drawn toward the door operating means when the door is opened, and means on the controller for preventing the connector from being moved toward the door operating means while the controller is in power-admitting position and for pre venting the controller from being moved to power-admitting position while the door is open.

13, In an interlocking device for vehicles, the combination of a door operating mechanism, a power controller shaft a distance therefrom, a rod extending from the vicinity of the door operating mechanism to the vicinity of the power controller shaft,

means normally tending to force the rod in one direction,-means on the door operating mechanism for moving the rod in the opposite direction when the door is opened, a disk on the controller shaft and a projection on the rod, the disk engaging with the projection and thereby preventing the rod from being moved by the door operating means when the controller shaft is in power-admitting position.

14. In an interlocking device for vehicles,-

the combinationof a door operating mechanism, a power controller shaft a distance therefrom, a rod extending from the vicinity of the door operating mechanism to the vicinity of the power controller shaft, means normally tending to force the rod in one direction, means on the door operating mechanism for moving the rod in the opposite direction when the door is opened, a disk on the controller shaft and a projection 011 the rod, the disk engaging with the projection and thereby preventing the rod from being moved by the'door operating means when the controller shaft is in-power-admitting position and for preventing the controller shaft from being moved to power-admitting position while the door is open.

15. In an interlocking device for vehicles,

the combination of a door operating mecha-.

nism, a power controller a distance therefrom, a rod extending from the vicinity of the door operating mechanism to the vicinity of the power controller, means normally tending to force the rod toward the erating the door, a rod extending longitudinally of the vehicle and having at one end thereof means to engage with the door operating means, and at its other end means to engage with the controller when the latter is in power-admitting position whereby the door is retained in closed position during the time the controller is in power-admitting position.

17. In an interlocking device for motor vehicles, the combination of a power controller at one end of the vehicle, a door at the other end of the vehicle, means for operating the door, a rod movable longitudinally of the vehicle and having at one end thereof means to engage with the door operating means, and at its other end means to engage with the controller when the latter is in power-admitting position whereby the door is retained in closed position during the time the controller is in power-admitting position.

18. In an interlocking device for vehicles, the combination of door-operating means mounted on the vehicle, power controlling means also mounted on the vehicle, and means connecting the door-operating means with the power controlling means whereby the power controlling means is retained in the position in which the power is cut off when the door is in its open position, and the door is restrained from moving to an open position when the power controlling means is in power-applying position.

19. In an interlocking device for vehicles, the combination of door-operating means mounted on the vehicle, power controlling means also mounted on the vehicle, and

means, including a resilient member, for 20 connecting the door-operating means with the power-controlling means, whereby the power controlling means is retained in the position in which the power is cut off when the door is in its open position, and the door 25 EMIL LAIVRENZ.

Witnesses:

EDWARD N, PAGELSEN, HUGO W. KREINBRING.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). C. 

